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dreel(at)cox.net
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 Posted: Wed Mar 29, 2006 5:07 am Post subject: N4032Q |
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I completed the first flight in N4032Q, an RV8A, yesterday at HEF, Manassas Regional Airport. All went well except for a few glitches. I'll bet not many of you have had to file an IFR flight plan for your first flights. Since HEF is within the Washington DC ADIZ, I did. Controllers were, however, as helpful as regulations would allow. I was able to remain in contact with the control tower but still orbit the airport at 2,000 to 2,500 feet. It was somewhat stressful to avoid going above 2,500 and into Dulles Airport's class B airspace but it was nice to hear the tower advising arriving traffic I was there in case they were thinking it was unimportant to get down to pattern altitude. It was comforting to see HEF's long runways right below me. To stay within 2 miles, I found I had to bank more steeply than my first flight test plan allowed as I was breaking in a new engine and had decided to run at 2,500 rpm and 25 inches.
On takeoff, a strong left yaw and left roll defeated my intention to note my liftoff airspeed. After landing I was astonished to see that I had rotated the right main gear leg fairing well out of position even though I had marked the correct position when I aligned them initially. The round gear legs of the 8A made this possible & I would caution 8A builders to make this part of their final check since it can require an uncomfortable amount of correction while flying.
I added a device for holding 25lb free weights to the aft baggage compartment shelf per Gus Funnell's advice to make the initial flight with the CG in the center of the allowable range. This proved to make control pressures feel a lot like the 6A factory demonstrator I flew with Mike Seager to prepare for my first flight.
Problems setting all the control parameters of my Grand Rapids EIS 4000 engine monitor caused a spate of false warnings which made it difficult to know my power setting. Each warning would replace the main display with one showing the questionable engine parameter. Had I anticipated this, a backup gauge dedicated to manifold pressure and RPM would have made this less of a problem. Engine monitors with more capable displays would not present this problem. Or I could have set most of the parameters to prevent warnings and brought them in to play later one by one.
Well, that's pretty much it for lessons learned. My thanks to all you list folks. Your ideas and experiences have been invaluable.
Dave Reel - RV8A - 1.2 hours
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recapen(at)earthlink.net
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| Posted: Wed Mar 29, 2006 5:21 am Post subject: N4032Q |
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Congrats - I'm on the opposite side of the Chesapeake from you (N06) just starting my firewall foreward.
If your flyoff area permits - stop on by....or we'll hope to see you after your fly-off period.....
Ralph
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crowbotham(at)hotmail.com
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| Posted: Fri Mar 31, 2006 10:35 am Post subject: N4032Q |
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David,
CONGRATULATIONS and WELL DONE !!
Chuck & Dave Rowbotham
RV-8A
| Quote: | From: "DAVID REEL" <dreel(at)cox.net>
Reply-To: rv-list(at)matronics.com
To: "rvlist" <rv-list(at)matronics.com>
Subject: N4032Q
Date: Wed, 29 Mar 2006 08:04:23 -0500
I completed the first flight in N4032Q, an RV8A, yesterday at HEF, Manassas
Regional Airport. Dave Reel - RV8A - 1.2 hours
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| | - The Matronics RV-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV-List |
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